US9051042B2 - Aircraft with a pivotable rear portion - Google Patents

Aircraft with a pivotable rear portion Download PDF

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Publication number
US9051042B2
US9051042B2 US13/477,270 US201213477270A US9051042B2 US 9051042 B2 US9051042 B2 US 9051042B2 US 201213477270 A US201213477270 A US 201213477270A US 9051042 B2 US9051042 B2 US 9051042B2
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US
United States
Prior art keywords
support surface
stabilizer
horizontal
fuselage
aircraft according
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Expired - Fee Related
Application number
US13/477,270
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English (en)
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US20120298795A1 (en
Inventor
Olivier Cazals
Jaime Genty De La Sagne
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Airbus Operations SAS
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Airbus Operations SAS
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Assigned to AIRBUS OPERATIONS (S.A.S.) reassignment AIRBUS OPERATIONS (S.A.S.) ASSIGNMENT OF ASSIGNORS INTEREST (SEE DOCUMENT FOR DETAILS). Assignors: CAZALS, OLIVIER, GENTY DE LA SAGNE, JAIME
Publication of US20120298795A1 publication Critical patent/US20120298795A1/en
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64C—AEROPLANES; HELICOPTERS
    • B64C5/00—Stabilising surfaces
    • B64C5/02—Tailplanes
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64C—AEROPLANES; HELICOPTERS
    • B64C1/00—Fuselages; Constructional features common to fuselages, wings, stabilising surfaces or the like
    • B64C1/26—Attaching the wing or tail units or stabilising surfaces
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64C—AEROPLANES; HELICOPTERS
    • B64C9/00—Adjustable control surfaces or members, e.g. rudders
    • B64C9/32—Air braking surfaces
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T50/00—Aeronautics or air transport
    • Y02T50/40—Weight reduction
    • Y02T50/44—

Definitions

  • the invention relates to an aircraft, more particularly to the rear portion of such an aircraft.
  • an aircraft in particular a commercial aircraft, comprises a more or less elongated cylindrical fuselage to which one or more stabilizers are fastened in a rear portion.
  • stabilizers comprise various aerodynamic surfaces in order to ensure the stability of the airplane and to impart thereto a greater maneuverability by means of the control surfaces associated with the stabilizers.
  • the rear portion of the fuselage is tapered, its section decreasing in height and in width from the section of the central portion of the fuselage so as to form a point.
  • a stabilizer assembly usually comprising a vertical stabilizer and a horizontal stabilizer made up of two aerodynamic surfaces symmetrical in relation to the fuselage.
  • the invention has as an object an aircraft comprising a fuselage extending along a longitudinal axis, the said fuselage comprising a central portion and a rear portion including at least one support surface bearing at least one stabilizer, the said support surface being able to pivot in relation to the central portion around at least one axis of the aircraft, the said at least one axis including the pitch axis, at least one stabilizer or the support surface being equipped with at least one control surface.
  • trim function (“TRIM” function in English terminology).
  • the presence of at least one control surface on the support surface or at least one of the stabilizers makes it possible to ensure a better maneuverability for the aircraft.
  • the said at least one control surface is of spoiler type (“spoiler” in English terminology). Other types of control surfaces also may be considered.
  • the rear portion includes a fixed portion and a movable portion including the support surface.
  • the support surface is integral with a pivoting base section the normal of which, in a cruising position, is merged with the longitudinal axis of the fuselage, and in a different position, forms a positive or negative angle with this axis.
  • the support surface bears both a horizontal stabilizer and a vertical stabilizer.
  • the vertical stabilizer includes two aerodynamic surfaces situated at the respective opposite ends of the horizontal stabilizer so that the assembly formed by the support surface and the stabilizers is U-shaped.
  • Such an arrangement makes it possible in particular to approximate a V-shaped stabilizer structure known for its advantages in terms of reduction of the wetted area.
  • Other stabilizer configurations such as an H-shaped or T-shaped stabilizer, also may be considered.
  • the horizontal stabilizer includes two aerodynamic surfaces forming a non-zero angle in relation to the horizontal position.
  • This configuration makes it possible to approximate a V configuration even more closely.
  • the aircraft comprises a vertical stabilizer fastened to the central portion of the fuselage.
  • the horizontal stabilizer has a positive sweep.
  • the horizontal stabilizer has a negative sweep.
  • An inverse sweep makes it possible in particular to decrease the moment arm of the horizontal stabilizer in relation to the pivot axis (when the latter is the pitch axis). This decrease of the stresses on the fuselage makes it possible, as a result, to reduce the weight of the rear portion and of the pivot systems.
  • the support surface pivots with the aid of at least one system jointed around a pivot axis, the pivoting motion being induced by activation means.
  • the activation means are one or more linear actuators and, for example, jacks.
  • the actuator may be activated electrically, for example.
  • the support surface pivots with the aid of at least two systems jointed around a pivot axis activated by at least one actuator.
  • the central portion of the fuselage is more or less cylindrical and the section of the rear portion, starting from a section for connection with the central portion, is diminishing in height so that the support surface has a thickness that decreases gradually up to its trailing edge, thus imparting a more or less horizontal flattened shape to the support surface.
  • the flattened shape of the support surface or bearing surface makes it possible to provide a better continuity of the aerodynamic shapes and of the effectiveness of the trim (TRIM) function with the horizontal stabilizer. This makes it possible to simplify the structural design of the rear portion of the fuselage and to reduce the aerodynamic disadvantages as compared to a conventional solution. This brings about in particular a decrease of the total weight of the rear portion and a reduction in production costs.
  • a fuselage-end flattened shape is known in particular from FR2937302.
  • FIG. 1 is a schematic view in perspective of an aircraft according to the invention
  • FIG. 2 is a schematic view in perspective of the rear end of the aircraft of FIG. 1 ;
  • FIG. 3 is an enlargement of a detail of FIG. 2 , the fuselage being concealed;
  • FIG. 4 a is a schematic side view of the aircraft of FIG. 1 in which the rear portion is in cruising position;
  • FIG. 4 b is a schematic side view of the aircraft of FIG. 1 in which the rear portion is in raised position;
  • FIG. 4 c is a schematic side view of the aircraft of FIG. 1 in which the rear portion is in lowered position;
  • FIG. 5 is a partial schematic view in perspective showing the rear portion of an aircraft according to the invention equipped with a horizontal stabilizer with inverse sweep;
  • FIGS. 6 to 11 are partial schematic views in perspective showing the rear portion of an aircraft according to different embodiments of the invention.
  • the aircraft more particularly airplane 1 illustrated on FIG. 1 , comprises a fuselage 2 divided into a central portion 3 and a rear portion 4 including the end of the fuselage.
  • Rear portion 4 comprises a fixed portion and a movable portion.
  • the movable portion includes in particular a support surface 6 integral with a pivot base section distinguishing the fixed portion from the movable portion and which will be described farther on.
  • the movable portion of this rear portion 4 comprises in particular a support surface 6 or bearing surface on which at least one horizontal stabilizer 8 is fastened.
  • Support surface 6 is equipped with two elevators 7 , one on the lower surface and one on the upper surface, preferably of spoiler (“spoiler” in English terminology) type.
  • the simultaneous deflection of the two lower-surface and upper-surface control surfaces makes it possible to achieve an air brake effect. It also is possible to provide only one elevator at the trailing edge of portion 6 .
  • Rear portion 4 here is of flattened shape in order to provide a better continuity of the aerodynamic shapes with horizontal stabilizer 8 .
  • support surface 6 has a thickness that decreases gradually up to its trailing edge, thus imparting a more or less horizontal flattened shape to support surface 6 .
  • a standard rear portion that is to say in the shape of a truncated cone, also may be considered.
  • horizontal stabilizer 8 is made up of two aerodynamic surfaces 8 a and 8 b symmetrical in relation to fuselage 2 , with or without dihedral, in other words being able to form a non-zero angle in relation to the pitch axis (this axis corresponds to the horizontal when the aircraft is on the ground).
  • Bearing surface 6 also bears a vertical stabilizer 10 .
  • this vertical stabilizer 10 is borne by bearing surface 6 by means of horizontal stabilizer 8 .
  • Vertical stabilizer 10 actually is made up of two vertical aerodynamic surfaces 10 a and 10 b which each are connected respectively to horizontal aerodynamic surfaces 8 a and 8 b (at the opposite ends thereof) by longeron-rib assemblies 9 a - b and 11 a - b .
  • Horizontal aerodynamic surfaces 8 a and 8 b , as well as vertical aerodynamic surfaces 10 a and 10 b are equipped with control surfaces 12 a , 12 b and 14 a , 14 b respectively.
  • the aerodynamic surfaces may comprise more than one control surface, or not be equipped with any.
  • FIG. 2 illustrates in greater detail rear portion 4 , and in particular impervious partition 16 (“bulkhead” in English terminology), which separates central portion 3 of the fuselage from its rear portion 4 .
  • Bulkhead 16 follows the shape of the section of the fuselage and is slightly curved along the axis X-X′. It is starting from this bulkhead that fuselage 2 takes on a gradually flattened shape. Other bulkhead shapes also may be considered.
  • bearing surface 6 is able to pivot in relation to central portion 3 around an axis Y-Y′ (pitch axis) perpendicular to the longitudinal axis X-X′ and contained within the plane of bearing surface 6 .
  • Pivot means 22 are provided for making it pivot.
  • the ribs follow the shape of the section of fuselage 2 and are more or less plane. They are spaced apart sufficiently to accommodate pivot means 22 , illustrated in greater detail on FIG. 3 , between their respective surfaces.
  • Main rib 18 of the rear portion is fixed.
  • Main rib 20 on which bearing surface 6 is mounted, is itself movable.
  • Main rib 20 therefore constitutes a pivot base section of bearing surface 6 .
  • the association of these two elements and of those which they support constitutes the movable portion of rear portion 4 .
  • Means 22 include two jointed mechanisms each comprising a pivot-type joint so that the entire rear portion swings. Swinging may be implemented in another manner, however, with the aid of a jointed arm, sliders or other mechanisms. More particularly, according to the embodiment presented on FIG. 2 , each mechanism includes two parts jointed in relation to one another around a common pivot axis 28 a , 28 b ( FIG. 3 ) perpendicular to the axis X-X′.
  • Each part is provided, at its free end which is opposite the free end of the other part, with nesting elements that fit into one another and are mounted rotatively around common axis 28 a or 28 b depending on the mechanism concerned.
  • the pivot means include two pairs of ferrules 24 a , 26 a and 24 b , 26 b linked respectively inside the same pair by respective axes 28 a and 28 b .
  • pair of ferrules there is understood here reinforcement elements which between them connect two parts movable with regard to one another according to a jointing motion. These two elements form a hinge.
  • these ferrules may be produced in a material other than metal, in particular in a composite material.
  • ferrules here are doubled in unitary manner.
  • Ferrules 24 a , 24 b are fastened in known manner by one of their ends to the inner surface of upstream rib 18 which is opposite the inner surface of downstream rib 20 .
  • the base of the ferrules is rectangular and their shape is elongated triangular (in side view) toward rib 20 .
  • Other shapes, such as semicircular or rectangular shapes in side view also may be considered.
  • Ferrules 24 a , 24 b each comprise in their mass, at their respective free end, a slot or jaw 25 a , 25 b which is situated in the vicinity of rib 20 and into which the corresponding ferrule is inserted respectively opposite 26 a , 26 b.
  • Fixed ferrules 26 a , 26 b are fastened to the inner face of movable rib 20 which is opposite rib 18 .
  • their base is rectangular and their elongated triangular shape (in side view) along the axis X-X′ extends so as to form a fork with three branches in the direction of ferrules 24 a , 24 b and rib 18 .
  • the three branches are spaced apart from each other along the direction indicated by the axis Y-Y′. They are three in number in order to make the mechanism fail-safe.
  • the branch in the middle is inserted into jaw 25 a , 25 b , opposite ferrule 24 a , 24 b , the two other branches extending on both sides of ferrule 24 a , 24 b of each jaw, thus surrounding same.
  • Each of the branches has a through-hole made in its thickness allowing the passage of an axis 28 a , 28 b serving for rotation of ferrules 26 a , 26 b in relation to ferrules 24 a , 24 b which remain fixed.
  • the axis Y-Y′ therefore passes through axes 28 a , 28 b .
  • Jaw 25 a , 25 b of each ferrule 24 a , 24 b also may have a through-hole made therein (in each jaw portion) which, in the arrangement of FIG. 3 , is aligned with the holes in the branches.
  • the pivoting of rear portion 4 is implemented with the aid of one or more actuators, for example linear or rotary.
  • Actuators 30 a - 30 b are fastened at their opposite ends to the inner surfaces of ribs 18 and 20 respectively. Like the ferrules, the latter are one or more in number so as to make the mechanism fail-safe. Even with only one pair of ferrules, two actuators may be used in order to balance the transmission of stress and to stabilize the pivoting motion.
  • FIGS. 4 a , 4 b and 4 c illustrate the different positions that the movable portion of rear portion 4 , in particular bearing surface 6 , may assume in relation to the rest of fuselage 3 .
  • FIG. 4 a illustrates a position referred to as cruising in which the longitudinal axis of rear portion 4 and the normal N of rib 20 (pivot base section) are merged.
  • FIG. 4 b illustrates a position of rear portion 4 referred to as “high”. In this position, the angle between the normal N and the axis X-X′ is positive. This high position is achieved by pivoting from the cruising position ( FIG. 4 a ) by virtue of actuators 30 a , 30 b , in extension position (actuators deployed).
  • FIG. 4 c illustrates a position of bearing surface 6 referred to as “low,” where the angle between the normal N and the axis X-X′ is negative.
  • the aircraft is provided in particular with a system (not shown) making it possible to control, through the use of the actuator or actuators (for example jacks) 30 a , 30 b , the pivoting of bearing surface 6 according to the flight conditions of the aircraft.
  • a system (not shown) making it possible to control, through the use of the actuator or actuators (for example jacks) 30 a , 30 b , the pivoting of bearing surface 6 according to the flight conditions of the aircraft.
  • the sweep of horizontal stabilizer 8 ′ is negative, aerodynamic surfaces 8 a ′ and 8 b ′ of the horizontal stabilizer (horizontal aerodynamic surfaces) thus forming an acute angle with the axis of the fuselage X-X′.
  • aerodynamic surfaces 10 a ′ and 10 b ′ of vertical stabilizer 10 ′ they remain fastened to the ends of aerodynamic surfaces 8 a ′ and 8 b ′
  • support surface 6 ′ remains unchanged in comparison with the embodiment of FIGS. 1 to 4 .
  • This embodiment has the advantage of decreasing the moment arm of horizontal stabilizer 8 ′ in relation to the axis of rotation Y-Y′ and therefore of decreasing the stresses sustained. In this way, it is possible to decrease the weight of horizontal stabilizer 8 ′.
  • FIGS. 6 to 11 in common with those of FIG. 5 retain the same references and will not be described again.
  • the sweep of horizontal stabilizer 81 is positive, aerodynamic surfaces 81 a and 81 b forming an obtuse angle with the axis X-X′.
  • Vertical aerodynamic surfaces 101 a and 101 b of horizontal stabilizer 101 remain fastened to the ends of aerodynamic surfaces 81 a and 81 b.
  • fuselage 2 is identical to that of an aircraft of the prior art: rear portion 4 has the shape of a truncated cone but retains the possibility of pivoting around an axis such as the axis Y-Y′.
  • vertical stabilizer 10 no longer is situated on horizontal stabilizer 8 but on central portion 3 of the fuselage.
  • the rest of the elements of the rear portion of the aircraft retain the configuration presented on FIGS. 1 to 4 .
  • vertical stabilizer 10 is situated on central portion 3 of the fuselage, rear portion 4 has the shape of a truncated cone and is able to pivot around an axis such as the axis Y-Y′.
  • the horizontal stabilizer has a configuration identical to that of FIG. 6 .
  • vertical stabilizer 102 consisting of only one aerodynamic surface is situated on fuselage 3 close to bearing surface 6 ′ consisting of two horizontal aerodynamic surfaces 82 a and 82 b and no longer on vertical stabilizer 82 .
  • vertical stabilizer 103 consisting of only one aerodynamic surface, is situated on bearing surface 6 ′.
  • horizontal stabilizer 83 it consists of two horizontal aerodynamic surfaces 83 a and 83 b.
  • vertical stabilizer 104 consisting of two vertical surfaces 104 a and 104 b , is situated on central portion 3 of the fuselage close to support surface 6 ′.
  • horizontal stabilizer 84 it consists of two horizontal aerodynamic surfaces 84 a and 84 b.
  • vertical stabilizer 105 consisting of two vertical surfaces 105 a and 105 b , is situated on support surface 6 ′ at the connection of horizontal stabilizer 85 consisting of two horizontal aerodynamic surfaces 85 a and 85 b , to support surface 6 ′.
  • vertical stabilizer 106 consists of two vertical aerodynamic surfaces 106 a and 106 b being situated on both sides of support surface 6 . There is no horizontal stabilizer.

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  • Engineering & Computer Science (AREA)
  • Aviation & Aerospace Engineering (AREA)
  • Mechanical Engineering (AREA)
  • Tires In General (AREA)
  • Vehicle Body Suspensions (AREA)
US13/477,270 2011-05-23 2012-05-22 Aircraft with a pivotable rear portion Expired - Fee Related US9051042B2 (en)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
FR1154482 2011-05-23
FR1154482A FR2975666B1 (fr) 2011-05-23 2011-05-23 Aeronef a partie arriere orientable

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US20120298795A1 US20120298795A1 (en) 2012-11-29
US9051042B2 true US9051042B2 (en) 2015-06-09

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EP2832636A1 (fr) * 2013-07-30 2015-02-04 Airbus Operations S.L. Section de fuselage arrière d'un aéronef
ES2680443T3 (es) 2014-12-30 2018-09-07 Airbus Operations S.L. Sección trasera de una aeronave
US9914528B2 (en) * 2015-02-25 2018-03-13 Embraer S.A. Airframe-integrated propeller-driven propulsion systems
EP3078586B1 (fr) * 2015-04-08 2018-02-21 Airbus Operations S.L. Structure arrière d'avion
FR3075169B1 (fr) * 2017-12-19 2019-11-15 Airbus Operations Avion a configuration evolutive en vol
DE102019102189B4 (de) 2018-01-29 2022-11-03 xFlight GmbH Fluggerät
DE102018212611A1 (de) * 2018-07-27 2020-01-30 SilentWings GmbH Luftfahrzeug und Verfahren zum Betreiben eines Luftfahrzeugs
ES2781400A1 (es) * 2019-03-01 2020-09-01 Airbus Operations Slu Aeronave con estabilizador horizontal movil
US11319055B2 (en) 2019-08-31 2022-05-03 Textron Innovations Inc. Compliant tail structure for rotorcraft
US11161592B2 (en) * 2019-09-11 2021-11-02 Textron Innovations Inc. Torque box sleeves for aircraft wing assemblies
CN112429199B (zh) * 2020-11-18 2021-09-24 北京北航天宇长鹰无人机科技有限公司 一种采用全动升降舵的无人机
CN112606997B (zh) * 2020-12-29 2021-10-22 北京北航天宇长鹰无人机科技有限公司 一种无尾布局无人运输机

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US3054579A (en) 1957-03-14 1962-09-18 Woldemar A Bary Aircraft with slow speed landing and take-off
US3240488A (en) * 1963-07-15 1966-03-15 Pitney Bowes Inc Document handling apparatus having a vacuum controlled pack advancer
US3966142A (en) * 1975-03-06 1976-06-29 Grumman Aerospace Corporation Vertical takeoff and landing aircraft
US4085911A (en) * 1976-06-24 1978-04-25 Grumman Aerospace Corporation Vertical takeoff and landing aircraft
US20040089765A1 (en) 2002-11-12 2004-05-13 Levy Rodney Cliff L-tail (featuring parabrakes)
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FR2937302A1 (fr) 2008-10-17 2010-04-23 Airbus France Avion a empennage queue-de-morue.
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US3054579A (en) 1957-03-14 1962-09-18 Woldemar A Bary Aircraft with slow speed landing and take-off
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US4085911A (en) * 1976-06-24 1978-04-25 Grumman Aerospace Corporation Vertical takeoff and landing aircraft
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US8342446B2 (en) * 2008-07-16 2013-01-01 Airbus Operations Sas Airplane with a modifiable surface of vertical empannage
FR2937302A1 (fr) 2008-10-17 2010-04-23 Airbus France Avion a empennage queue-de-morue.
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FR2975666B1 (fr) 2014-01-17
US20120298795A1 (en) 2012-11-29
FR2975666A1 (fr) 2012-11-30

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